issue 16th-31st-July-17

RNP Licence No: MNW/309/2016-18
Vol - 7 Issue 14 Mumbai 16th - 31st July 2017 Fortnightly Pages 24 Price Rs.20
Panama Canal Does Some Good While Upending Historic Trade
Routes
GST Will have Significant Impact for the Shipping Industry
International Maritime Organization Clarifies Ballast Water
Management Convention.
210 Ships Sold for Scrap during Second Quarter of 2017
Page no.08
Page no.10
Page no.14
Page no.21
RPSL-MUM-207
DOE-09-FEB-2022
REQUIRE OFFICERS & CREW ALL RANKS
CANDIDATES LOOKING FOR PROMOTION
WILL BE CONSIDER FOR INDIAN FLAG VESSELS
BULK/GENERAL CARGO-INSA/NMB-CBA
There are No Hidden Cost that will be incurred by the seafarer

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 02

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 03
Register and Submit your Resume to Double your Chance
of Getting the Right Job.
Submitting your resume to us is a great way to forward your resume directly to many companies.
To get started just Logon to www.seafarerjobs.com. (Free Register for candidates)
For any query contact us on info@seafarerjobs.com
A Division of Acrux Shipping Pvt. Ltd.
Our Network:
www.seafarerjobs.com / www.seafarerblog.com /
www.marineinstitutes.com / www.onlinefreightsolutions.com

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 04

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 05

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 06
Wartsila ensures compliance with the Polar Code with water
lubricated stern tube solutions
1 January 2017 was a historic milestone in the protection of our polar waters for future
generations. On that day, International Maritime Organization's (IMO) International Code for Ships
Operating in Polar Waters (the Polar Code) came into force. The Polar Code is aimed at
protecting ships and the people aboard them, both seafarers and passengers, in the harsh
environment of the waters surrounding our two poles, Arctic and Antarctic.
The Polar Code covers the full range of shipping-related matters relevant to navigation in waters
surrounding the two poles, including ship design, construction and equipment as well as
operational and training concerns. Also, search and rescue, the protection of the unique
environment and eco-systems of the Polar Regions are covered by the Code.
The Polar Code and other initiatives within the marine industry have spawned a new era of
environmentally friendly products. “In Wartsila, we strongly welcome any incentives for the further
preservation of ecosystems and protection of the sea. We are also a strong promoter of water
lubricated solutions that assist shipowners and operators to comply with the Polar Code and other
environmental regulations,” says Benjamin Tornberg, Merchant Segment Manager at Wartsila
Seals and Bearings.
Reducing the risk of bearing failure with water lubricated solutions
Wartsila's water lubricated solutions are approved by all major classification societies and range
from complete stern tubes with composite plain bearings to stern tube seals, water quality
systems, journals, shaft coating and advanced condition measurement systems.
“The benefit of using a water lubricated solution can be summarised very easily – no oil. With no
oil comes no cost of oil, no maintenance of oil, no risk of oil leakage or the fines that come with it,”
says Tornberg. “However, the main benefit of opting to replace oil with water is the reduced risk
of a bearing failure. An oil lubricated system relies heavily on the performance of the aft seal. In
the event of aft seal malfunction, which is the most common reason for stern tube oil spillage and
bearing breakdowns, the entire bearing system is in jeopardy. The results can be catastrophic,
not only for the seals and bearings, but more importantly for the shaft,” Tornberg explains.
In a water lubricated stern tube system, the water quality system maintains the flows and
temperatures inside the stern tube and controls the environment the bearings are functioning in.
When you are controlling the operating environment, you can ensure that the bearings will always
perform in, or as close as possible, to its optimal conditions.
Vessels operating in the extreme conditions of Polar Regions don't have to choose oil as their
main propeller shaft lubricant due to low water temperatures. This makes water lubricated
systems even more attractive. “The modern water lubricated stern tube systems can be supplied
either as open looped or closed looped systems. Selecting a closed looped system for particularly
cold environments allows the operator to mix anti-freeze fluids, such as glycol, into the circulating
water. This makes it possible to have the benefits of a water lubricated system even in very cold
conditions,” Tornberg concludes.

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Panama Canal Does Some Good While Upending Historic Trade
Routes
Fresh from a $5.25 billion, nine-year expansion that's upending decades-old trade routes, it turns
out the Panama Canal is also doing a little good for the planet.
By offering a short-cut to deliver billions of dollars of Asian-made goods to America's East Coast
ports, the waterway has helped its shipping company customers to lower their collective carbon
emissions by 17 million metric tons during the first full year of operation. When the expansion was
planned, the authority's internal forecast was 9.6 million tons, according to Alexis Rodriguez,
environment protection specialist at the Panama Canal Authority.
For Panama, successfully combating climate change could be pivotal to the country's future. The
canal is filled by waters that have flowed for centuries down from the country's mountains. There
have been times in the past few years when low water levels forced the canal to impose minor
restrictions on the ships it allowed through.
“If we don't take measures to cut pollution then we will all suffer in our pockets,” Rodriguez said in
an interview in London, where he was attending a meeting of global governments to discuss the
shipping industry's contribution to combating climate change.
As well as helping Asian manufacturers to deliver goods to the U.S. east coast faster, the widened
canal has redrawn commodity trade routes. America's booming energy supplies — particularly
liquefied gases and even oil — are flowing in the opposite direction like never before. The link can
also be used to haul iron ore, coal and grains to Asia from places like Brazil, Colombia and
Argentina.
Shorter journeys, better ships
The boost to the environment comes from the fact bigger, more efficient ships are now going
through. Critically, they can shave thousands of miles off journeys, meaning they consume much
less fuel.
Panama's support for tougher environmental rules for shipping, which also includes promoting
limits on sulfur emissions, stems partly from a desire to avoid any longer-term threat to the canal's
water levels, Rodriguez said.
The authority now expects its customers to save about 320 million tons of CO2 in the first decade
of the expanded operation, said Rodriguez. That's about double the amount it anticipated when
the expansion was planned. It's also about the same as Spain's annual emissions.
He spoke as more than 200 government and industry representatives met in London to discuss
how to cut carbon emissions from shipping operations to zero by the second half of the century,
down from as much as 3 percent of global emissions now. They met at the International Maritime
Organization, the United Nations' shipping agency.
Imposing mandatory emissions rules would close a loophole left by the 2015 Paris climate
agreement. Ships engaged in international maritime trade mostly burn heavy fuel oil, one of the
dirtiest and cheapest forms of energy. IMO members will return to discuss their levels of ambition
in October and an agreement could be drafted by next year.

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GST Will have Significant Impact for the Shipping Industry
It remains to be seen how the shipping and logistics sector adapts to the new changes brought
about by the GST. Although there are concerns that the sector might be adversely affected.
The Goods and Services Tax (GST) is in. One of the sectors affected by it is the shipping industry.
In fact, freight and logistics and shipping are the center of the law. GST contains extensive
provisions for State Goods and Service Tax (SGST); Central Goods and Service Tax (CGST);
Integrated Goods and Service Tax (IGST) and other factors connected with supply of goods and
services, time and place of supply, input tax credit, valuation, and provisions of transition. Exports
are zero-rated supply while imports are charged at the same rates as those on domestic goods
and services, sticking to the destination principle.
Understanding GST provisions for shipping industry of India
Currently, if goods are transported as cargo through ships, outbound shipment is considered
exports, whereas inbound shipments attract service tax. If transportation is through air, inbound
and outbound shipments are not subject to service tax. Tax liability, connected with ancillary items
like warehousing, cargo handling, and terminal charges are determined based on taxability of
principal service.
Since GST does not specify exclusion for air compared to ocean freight, transactions, when place
of supply is inside taxable territory, would be levied with air and ocean freight charges with
respect to GST.
“Thus converting logistics and freight forwarding into a supply of services, which includes
movement of goods by sea, inland waterways, air, rail, or road. GST on freight depends on
whether transportation is national or international,” says Shashank Dixit, CEO, Deskera,
a cloud-based business software provider
Moreover, while considering domestic freight, transportation needs to happen from a place in
India to another place in the country. Basically, both points of origin and destination have to be in
India. On the contrary, International freight rules are applied when transportation takes place and
when either place of origin or place of destination or both are outside India.
So, impact is in provisions of 'Place of Supply' to determine taxability of cross-border and
within-state transactions. According to GST provisions, Place of Supply for transportation is
defined as follows: (a) location of recipient if recipient is GST-registered entity; and (b) if recipient
is unregistered entity, place of supply deemed as place where goods are given over for
transportation.
It remains to be seen how the shipping and logistics sector adapts to the new changes brought
about by the GST. Although there are concerns that the sector might be adversely affected.

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16th - 31st July 2017 THE MODERN WORLD SEAFARERS 14
International Maritime Organization Clarifies Ballast Water
Management Convention.
The International Maritime Organization (IMO), the United Nations agency charged with regulating
international shipping, has progressed its environmental agenda at the recent meeting of its
Marine Environment Protection Committee (MEPC), 71st session (3-7 July). The Committee
clarified the ballast water management schedule, progressed GHG and air pollution issues,
adopted new NOx emission control areas, designated a further Particularly Sensitive Sea Area
and agreed to work on implementation of the 0.50% global sulphur limit.
This work is helping IMO to fulfil its mandate to protect oceans and human health and to mitigate
climate change, in line with the UN Sustainable Development Goals (SDGs), particularly SDG
14 (oceans) and SDG 13 (climate change).
Ballast Water Management Convention clarity
The MEPC agreed a practical and pragmatic implementation schedule for ships to comply with
the IMO Ballast Water Management (BWM) Convention, which aims to stem the transfer of
potentially invasive species in ships' ballast water.
The treaty enters into force on 8 September 2017. Currently, the BWM Convention has been
ratified by 61 countries, representing 68.46% of world merchant shipping tonnage.
From the date of entry into force, ships will be required to manage their ballast water to avoid the
transfer of potentially invasive species. All ships will be required to have a ballast water
management plan and keep a ballast water record book. Ships will be required to manage their
ballast water to meet the so-called D-1 standard or D-2 standard.
The D-1 standard requires ships to conduct the exchange at least 95% of their ballast water by
volume such that at least 95% of water by volume is exchanged far away from the coast where it
would will be released.
The D-2 standard requires ballast water management to restrict to a specified maximum the
amount of viable organisms allowed to be discharged and to limit the discharge of specified
indicator microbes harmful to human health.
Draft amendments to the treaty approved by the MEPC clarify when ships must comply with the
requirement to meet the D-2 standard.
The draft amendments will be circulated after the entry into force of the BWM Convention on 8
September 2017, with a view to adoption at the next MEPC session (MEPC 72 in April 2018).
Under the approved amendments, new ships, i.e., ships constructed on or after 8 September
2017, shall conduct ballast water management that at least meets the D-2 standard from the date
they are put into service. For existing ships, i.e., ships constructed before 8 September 2017, the
date for compliance with the D-2 standard is linked with the renewal survey of the ship associated
with the International Oil Pollution Prevention Certificate under MARPOL Annex I. For existing
ships this would be the first or second five-year renewal survey after 8 September 2017:
• By the first renewal survey: this applies when that the first renewal survey of the ship takes
place on or after 8 September 2019 or a renewal survey has been completed on or after 8
September 2014 but prior to 8 September 2017.
Cont. To Page.....15

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 15
International Maritime Organization Clarifies Ballast Water
Management Convention.
Cont. From Page.....14
• By the second renewal survey: this applies if the first renewal survey after 8 September 2017
takes place before 8 September 2019. In this case, compliance must be by the second
renewal survey (provided that the previous renewal survey has not been completed in the
period between 8 September 2014 and 8 September 2017).
An existing ship to which the IOPP renewal survey under MARPOL Annex I does not apply
shall meet the D-2 standard from the date decided by the Administration, but not later than 8
September 2024.
The MEPC adopted a resolution which resolves that Parties to the BWM Convention should
implement the schedule for compliance outlined in the draft amendments, ahead of their
adoption and entry into force.
In other work focusing on implementation of the BWM treaty, the MEPC, inter alia:
• adopted the 2017 Guidelines for ballast water exchange (G6);
• adopted the 2017 Guidelines for risk assessment under regulation A-4 of the BWM
Convention (G7);
• adopted an MEPC resolution on ‘The experience-building phase associated with the BWM
Convention’;
• approved the Code for approval of ballast water management systems, and approved draft
amendments to the BWM Convention to make the Code mandatory, for adoption at the next
session;
• approved amendments to section E (Survey and certification) of the BWM Convention, also
for adoption at MEPC 72;
• approved a manual on ‘Ballast Water Management – How to do it’;
• approved Guidance on contingency measures under the BWM Convention;
• approved a circular on Application of the BWM Convention to ships operating in sea areas
where ballast water exchange in accordance with regulations B-4.1 and D-1 is not possible;
• granted final approval to one and basic approval to two ballast water management systems
that makes use of active substances.

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16th - 31st July 2017 THE MODERN WORLD SEAFARERS 17

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 18
Nearly three quarters of cargo ships over 20,000 gt compliant
with ECDIS deadline
Almost three-quarters of cargo ships over 20,000 gross tonnage are already compliant with the
SOLAS-mandated Electronic Chart Display and Information System (ECDIS) deadline of 1st July
2017, according to the latest figures published by the United Kingdom Hydrographic Office
(UKHO).
The UKHO estimates that a further 3,828 cargo ships over 20,000gt are yet to make the transition
to using an ENC (Electronic Navigational Chart) service and therefore do not yet meet SOLAS
(Safety of Life at Sea) regulations on ECDIS carriage. The amendment to SOLAS Chapter V
regulation 19.2 requires ships engaged on international voyage to be fitted with an ECDIS no later
than the first survey on or after a date based on the type of ship and its size in gross tonnage.
Only ENCs supplied from official hydrographic offices can be used in ECDIS to meet SOLAS
requirements for nautical charts and to be considered ECDIS ready.
Twelve months ago the SOLAS regulations on ECDIS carriage were extended to cover cargo
ships over 50,000gt. Today, 90% of these larger cargo ships are now considered ECDIS ready.
Emphasising the importance of compliance, Thomas Mellor, Chair of the International
Hydrographic Organization's ENC Working Group and Head of OEM Technical Support and
Digital Standards at the UKHO, said:
“The latest data indicates that the category of cargo ships over 50,000gt is close to being the first
to complete its transition to ECDIS, with only a few hundred ships remaining, which is positive
news. Progress is also being made among cargo ships over 20,000gt, with almost three-quarters
already using an ENC service. However, it is important to be aware of the implications for the
several thousand of cargo ships and any others whose ECDIS deadline has passed without
having yet adopted ECDIS. For example, if a ship is detained by Australian Port State Control for
non-compliance, the only way of lifting that detention is to first become compliant. Whilst ships
have until the first survey after their deadline, in some cases this may mean fitting an ECDIS and
training crew at considerable cost and delay.”
Chris Berkley, Senior Product Manager at the UKHO, explained the support that the UKHO
continues to offer to ship owners and operators to help them achieve the safe, effective and
compliant use of ECDIS:
“As well as UKHO producing AVCS – the world's leading ENC service – our latest
'Living with ECDIS' seminars continue to offer guidance that reflects the considerable progress
made by ship owners and operators in their use of ECDIS over the last three years. We address
the latest challenges faced by shipping companies by offering free practical advice, answering
questions on ECDIS management and updating them on the latest IHO ENC Standards.”
Since the ECDIS mandate was introduced, the UKHO has highlighted the importance of
understanding that having an ECDIS fitted does not guarantee compliance or constitute its
effective use. In addition to subscribing to an ENC service, the UKHO has also encouraged
shipping companies to ensure that they have revised bridge policies and procedures in their
ship's Safety Management System to reflect the requirements of safe, effective and compliant
ECDIS operation; that ECDIS software is upgraded to comply with the latest IHO ENC Standards;
and that its bridge teams are competent and confident in using ECDIS to its full potential.
Cont. To Page.....19

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 19
Nearly three quarters of cargo ships over 20,000 gt compliant
with ECDIS deadline
Cont. From Page.....18
With the Australian Maritime Safety Authority (AMSA) taking a zero-tolerance approach to
breaches of these regulations, having gone as far as to require compliance with SOLAS under
Australian law, this is legislation that cannot be ignored. Between January and May this year,
AMSA have recorded 142 deficiencies under 'safety of navigation', which resulted in 15 vessels
being detained. Many of these deficiencies related to ECDIS and with ECDIS-awareness
campaigns planned by the Paris and Tokyo MoU for the end of the year, there will be an
increasing focus on safety of navigation.
Working together to improve the safety and welfare of seafarers
The International Seafarers' Welfare and Assistance Network (ISWAN) and the Confidential
Hazardous Incident Reporting Programme (CHIRP Maritime) have entered into a Memorandum of
Understanding (MoU) so that the two organisations can work closer together to help improve
seafarers' safety and welfare.
ISWAN regularly hears from seafarers about unsafe working practices and in future will offer to
assist seafarers to complete the initial report to CHIRP highlighting unsafe working practices.
This will be particularly helpful for seafarers whose first language is not English. Ray Barker,
Head of Operations at ISWAN, reports that: 'We have always worked closely with CHIRP but this
MoU will ensure that CHIRP and ISWAN are not only supporting seafarers in their own area of
work but also looking out for them in other ways. We believe that through our daily contact with
seafarers we will be able to increase the number of reports to CHIRP, particularly from seafarers
whose first language is not English. Through CHIRP's investigation and reporting processes we
are confident that these reports will lead to safety improvements in the maritime industry'.
CHIRP is regularly told by seafarers about personal and employment problems and will now ask
them if they want to be put in contact with ISWAN's SeafarerHelp team. If so, a SeafarerHelp
officer will contact the seafarer to offer assistance with personal and employment problems, as
well as emotional support and counselling if necessary. Captain John Rose, Director of CHIRP
Maritime, said 'We are very pleased with this MoU because it brings together two organisations
whose sole interests are to improve the lives of seafarers all around the world. Working in
partnership with likeminded organisations is a great pleasure and together we can achieve more
for the benefit of seafarers than we can on our own.'
By working together in this way, CHIRP and ISWAN will help to ensure that seafarers' safety and
welfare are given a high priority.

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 20
Wife sends a text message to her husband on a really cold winter morning: Windows are totally
frozen, will not open.
Husband replies: “Carefully pour some warm water over it and tap the edges first with your hand,
if that doesn't work, then gently with a hammer.”
15 minutes later, the wife texts back: “Oh no, I think the laptop is now totally gone.”
Doctor, how can I live longer than 100 years?
Do you smoke?
No.
Do you eat too much?
No.
Do you go to bed late?
No.
Do you have affairs with promiscuous women?
No.
Then why would you want to live more than 100 years?
A student at a management school came up to a pretty girl and hugged her without any warning.
The surprised girl said, “What was that?”
The guy smiled at her, “Direct marketing!”
The girl slapped him soundly.
“What was that?!” said the boy, holding his cheek.
“Customer feedback.”

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 21
210 Ships Sold for Scrap during Second Quarter of 2017
There were a total of 210 ships broken in the second quarter of 2017. 158 of these ships ended
up on South Asian beaches for dirty and dangerous breaking.
The worst dumping country this quarter was Germany with 16 beached ships, a consequence of
the multiple bankruptcies due to the toxic financing that has been characteristic of the German
shipping industry. In June, German public television channel ARD documented the appalling
conditions under which German ships are broken in Bangladesh. The other leading dumping
nations were Singapore with 12 ships, Greece with 9, and South Korea with 8. Though 45 out of
the 158 beached vessels this quarter were European-controlled, only four of these had
a European flag.
Legislation at the international and European level to regulate the disposal of ships is based on
flag state jurisdiction. The flags of the worst dumping countries were however rarely or not used
at end-of-life. Flags of convenience, in particular the grey- and black-listed ones under the Paris
MOU, are used by cash buyers and ship owners to send ships to the worst breaking locations.
Nearly a third (49) of all the ships sent to South Asia this quarter changed flag to typical
end-of-life registries only weeks before hitting the beaches: St Kitts & Nevis, Comoros, Palau,
Djibouti, Niue and Togo. These flags are not typically used during the operational life of ships and
offer 'last voyage registration' discounts. They are grey and black-listed due to their poor
implementation of international maritime law.
There were five cases where the ships in question were sent to South Asia in breach of the EU
Waste Shipment Regulation. In Bangladesh, the Platform was successful in taking legal action to
halt the breaking of the FPSO North Sea Producer which was illegally exported from the UK
in 2016.
The worst company was the Singaporean Continental Shipping Line that had six Liberian-flagged
vessels that all changed flag to St Kitts & Nevis or Comoros and were beached in South Asia.
Quantum Pacific is a close runner-up on second place for worst dumping practices, with four
ships sold to Pakistan and Bangladesh. Quantum, owned by Idan Ofer, son of the late shipping
mogul Sammy Ofer. The worst dumper of 2016 was UK-based Zodiac Maritime, run by Idan's
brother, Eyal Ofer.

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 22
The International Maritime Bureau (IMB) publishes its second
quarter report on piracy and armed robbery for 2017
The IMB has published its report on piracy and armed robbery for the second quarter of 2017,
covering the period from 1 January to 30 June 2017. The report highlights continuing decline in
the number of incidents of maritime piracy.
87 incidents have been reported in the first six months of 2017, with 63 ships boarded, eight
attempted attacks, four ships hijacked and 12 ships fired upon. This represents a decrease from
2016 when there were 97 reported incidents in the same period.
In relation to crew, the IMB reports that 63 crew members were taken hostage, three injured, two
killed and 41 kidnapped.
The majority of the 87 reported incidents occurred in the following four countries:
Southeast Asia/Indonesia
The IMB reports a decline in the number of reported incidents in and around the Philippines with
four cases for the second quarter compared to nine in the first. This reduction is attributed to the
cooperation between Indonesia, Malaysia and the Philippines.
Gulf of Guinea/Nigeria
Nigeria accounts for 13 incidents down from 24 for the same period in 2016. Nigeria remains
a kidnap hotspot with 31 crewmembers taken in two separate incidents. Violence against
crewmembers continues with Nigeria accounting for half of the ships fired upon worldwide.
The IMB urges ship masters to report all incidents so that the true level of piracy activity can be
assessed.
Gulf of Aden/Somalia
Seven incidents have been reported off Somalia in 2017, including three ships being hijacked.
This indicates that Somali pirates still have the capability and capacity to carry out attacks.
The IMB urges ship masters to maintain high levels of vigilance when transiting the high-risk area
and adhere to the Best Management Practices (version 4).

16th - 31st July 2017 THE MODERN WORLD SEAFARERS 23

THE MODERN WORLD SEAFARERS
RNP Licence No : MNW/309/2016-18
Posted on 4th & 19th of Every month(Forthnightly)
Acrux Shipping Pvt.Ltd is a leading provider of online Seafarer recruitement, Maritime education and Business to
Business logistic service provider in India.
Acrux Shipping Pvt.Ltd provides IT Solutions and Services to various industries.Over the years,we have develoed
immense strength and have gathered like minded individuals and organizations who help us to do what we do the best.
We believe in simplifying every process, which in turn, becomes on ideology for better serving our customers.
Our one and only mission is to help our customers get the best and the most suitable tools to simplify all their process.
Tools with which they can manage all their activities with just a click.
In our Vision, we have seen a world business and individuals spread their time in thinking and conceptualizing ideas.
Web Media
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The Modern World Seafarer’s
Acrux Shipping Pvt. Ltd
204, Neo Corporate Plaza, Ramchandra Road Extn, Malad(W), Mumbai - 400 064, Maharashtra, India.
Tel : +91 22-67259913 / 61275296 / 61275297
Email : info@acruxshipping.com
Printed & Published by Capt. Mario Oscar Rodrigues on behalf of Acrux Shipping Pvt. Ltd.
Printed at : Fine Print, Plot No.01, Unit No.05, Shah Industrial Estate, Veera Desai Road, Andheri(W), Mumbai-400 053.
Published at : 204, Neo Corporate Plaza, Ramchandra Road Extn, Malad(W), Mumbai - 400 064, Maharashtra, India
Editor : Capt. Joe Francis Rodrigues
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